Automatic gate for railway-crossings.



6 O 9 1 L 1 M D .v l S G mm Nu. O R MC Y A W E A KR C P B T A G O I T AM 0 T U A 8 8 O 3 8 0 N L TI N LED FEB.24. 1906. APP 10A 0 H 3SHBETSSHBET 1.

[NVEN TOR WITNESSES: (5.7.

No. 830,788. PATBNTED SEPT. 11, 1906.

. c. HOOKER.

AUTOMATIC GATE FOR RAILWAYUROSSINGS.

I APPLICATION FILED FEB. 24. 1906- I 3 SHEETS-SHEET 2.

Q & m N

- a Q (g i Q n N o N m J 3 A N} Q 0 2 ab WITNESSES:

No. 830,788 PATENTED SEPT. 11, 1906. 0. HOOKER.

' AUTOMATIC GATE FOR RAILWAY GROSSINGS.

APPLICATION FILED FEB. 24. 1906.

3 SHEETS-SHEET 3v WITNESSES: [NVE/VTOR Allomeys v By UNITED STATESPATENT OFFICE.

CHARLES HOCKER, OF RUSHVILLE, INDIANA.

AUTOMATIC GATE FOR RAILWAY-CROSSI NGS.

Specification of Letters Patent.

" Patented Sept. 11, 1906.

Application filed February 24, 1906. I Serial No. 302,756.

T all whom it may concern:

Be it known that I, CHARLES HOOKER, a citizen of the United States,residing at Rushville, in the county-of Rush and State of In- .diana,have invented a new and useful Auto- -matic Gate for Railway-Crossings;and I do hereby declare the following to be a full,

clear, and exact description of the invention,

' ally operated by the passing train.

A further object of the invention is to provide a .device of thischaracter which will work smoothly and which will be to a great extentnoiseless.

With these and other objects in view the invention consists in the novelconstruction and arran ement of arts hereinafter described and shown, anparticularly pointed out in the appended claims.

In the drawings, Figure 1 is a plan view of a double-track railroadhaving my invention,

connected therewith. Fig. 2 is a side elevation of the gate with thetrips only on one side of the track. Fig. 3 is a longitudinal sectionalview of one of the trips. Fig. 4 is a vertical section of theweight-frame and the gate-standard with the weight lowered. Fig. 5 is afront elevation of the weight-frame with the weight elevated.

Referring more particularly to the drawings, 1 indicates a gate-standardto be sup-.

ported upon one side of a road or street crossed by a railroad. Turningin brackets 31 on said standard 1 is a horizontal shaft 2, to which isrigidly secured the gate-arm 3. Also secured to the standard are buffersor leaf-springs 4, which are located in the path of an arm 5, extendinglaterally from the shaft 2 in a direction opposite the gate-arm, saidarm being bifurcated at its free end and having a ball 6 pivoted oninturned ends of the members forming the bifurcation. This ball 6 isprovided with a bore transverse to its turning axis, and in this boreslides a link 7, having a head 8 at its upper end and pivoted at itslower end to a weight 9, to be hereinafter described. Surrounding thislink 7 and abutting on the ball 6 at its upper end and a flange 11 onthe link atits lower end is a coilspring 12, which serves as a cushionfor trans- Initting the motion of the weight 9 to the lateral arm 5, andconsequently the gate-arm 3.

The weight 9, before-mentioned, acts as a counterbalance for thegate-arm and is movable on vertical guides 13, positioned on a frame 14,mounted adjacent the gate-stand ard 1. Frame 14 has journaled thereon,one above the other, two shafts15, each carrying acam 16, both camsadapted to engage the under surface of the wei ht 9, the weight be- 'ingprovided with a roller 17 to reduce the friction. Also connected witheach shaft is a vertical arm 18, to the opposite sides of which arepivoted links 19. To the lower pairs of these links which extend inopposite directions parallel with the track nearer-the gate areconnected pull-bars 20, guided on rollers 21,mounted on brackets 22along the track. At theother end of each pull-bar is pivoted a link 23,which is connected to the lower end of an angled or double-armed lever24, pivoted within a slot in a trip-frame 25, located adjacent theoutside track a short distance away from the crossing. This lever 24carries a roller 26 at its upper end, said roller bearing on the undersurface of a curved bar 27, projecting intermediate its ends through theslatted frame 25, pivoted at one end to the frame and having its otherend bent downwardly at an angle to the main portion, as at 28. Thisdownward extension 28 is positioned within a Ushaped bracket 29,depending from the frame and provided with-a perforation in its bottom,in which the extension works. A spring 30 surrounds the portion 28andabuts on the lower portion of the bracket 29, this spring serving toreturn the bar 27 after it has been depressed in a manner hereinafterdescribed. The upper links 19 have the trips adjacent the opposite orsecond track connected thereto. For this purpose each link is pivoted tothe end of an arm 33 on one end of a rockshaft 34, which extends belowboth tracks and has an arm 35 at its other end, a pull-bar 20 beingconnected thereto and to a trip in the same manner as to the tripsadjacent the opposite or first-mentioned tracks.

Each train is provided with a trip-operating device, which is in theform of a roller 36, vertically adjustable in a U-shaped bracket 37 bymeans of a screw-rod 38, having connected therewith a bracket 39, inwhich the roller 36 is journaled. This roller should be mounted on theengine in the rear and to one side of the fender, so that it may engagethe or swung upwardly into engagement with roller 17 or weight 9,causing the weight to move upwardly and to-transmit motion to thegate-arm 3 through coil-spring 12, whieh is compressed, and lateral arm5 The gate- =arm not having the Weight to ho'ld it elevated also has its'o-Wn weight to assist =it in 'closing,

its lower nove'ment being 'cushioned by the The cam 16 remains under theWeight 9 until the train has {passed the 'crossin at which time the;.other tripon this side o 'the track isengaged. This trip causestheotherpull-rod 20 to ro-' tatethe shaft 1-5 inltheaoppositedireotionand 3 remove the eam from beneath the weight 9. I

upper buffer 4 on sta'ndard 1..

The weight 9, together with lthe -compressed spring 12 now causesthefgate arm toibe -elevated. A trainon the other track will cause thesame operation to take place.

Having thus-described my invention, what I claim is 1-. The combinationwith the gate-arm, of a weight oounterbalan'oing :the same, a spring 1interposed in the connection between the weight and the agate-arm :andplaced under: compression'whentheweight is elevated ,and f meanscontrolled by the passing trains *for elevating and then Lrelea'sing theweight.

The com'bination witha standard of a -horizontal shaft j ournaled on theY standard, a

gate+arm seoured to the shaft, a lateral arm extending from the shaft,'a.link'connected to the arm, a weight to which the link is ;pi-vot- Ied, a coil-spring surrounding the :link and compressed when the weightis elevated, r and means controlled by the passing trains for 5elevating and role asing=the Weight.

-3. The=combination with a standardyof'a horizontal shaft journaled onthe standard, a gate-arm secured to the shaft, a lateral arm extendingfrom the shaft, bifurcated at its outer end, a ball pivoted in thebifurcation and provided with a vertical bore, a headed link, fitted inthe. bore, a weight to which the link is pivoted, a spring placed undercompression, when the weight is elevated, and means controlled bypassing trains engaging the weight to elevate it.

4:. The-combination with the gate-arm, of

a weightcounterbalancin the same, a "pair of 'pivotally-mounte'doams, orelevatingand releasing the weight, and two pairs of trips, each paircausing theelevation and the release of the weight through oneofthecams. 5. The combination with the gate-arm, of

a weight'counterbalancing thesame, aspring interposed in the connectionbetween the weight and the gate-arm, and placed under compression whenthe weightis'elevated, and

train controlled cams Efor actuating said weight. a v

6. The combination of a gate-arm and a weight, counterbalancing thesame, a roller mounted on the lower portion ofsaid weight, and upper andlower train-controlled cams adapted to engage said roller, substantiallyas described.

'7. The combination witha standard, "of a horizontal shaft ijournaled onsaid standard,

a gate-arm secured to said shaft, a'bifurcated lateralarm extending fromthe shaft, a ball pivoted in said bifurcation, and provided with avertical bore, a headed link mounted Q in said bore, and connected'witha depending weight, said weight being provided With anantifriction-roller, and train-controlled cams en aging said roller.

11 testimony whereof I haveheretoraffixed my signaturein the:presence oftwo witnesses.

oHARLEs HOOKER.

Witnesses 'ERNEST B. THOMAS, DELBERT B. STEWART.

